Crank device

Abstract: A crank device which can produce a large torque without increasing the locus of the crank arm. The crank arm (6) has first (7) and second arms (8) which are longitudinally slidably coupled together through a pinion (13). The second arm is formed with two sets of rack teeth (17,18) on both sides of the pinion. The pinion has along its circumference a plurality of teeth (19) which are adapted to alternately come into mesh with the respective sets of rack teeth every time the crank arm makes a half turn in the same direction. Thus, the entire length of the crank arm alternately becomes maximum and minimum every time the crank arm turns by 180°. By applying a driving force to the crank arm when the length of the crank arm is maximum, it is possible to produce a large torque.

Description: This invention relates to a crank device for use in the crank-pedal mechanism of a bicycle or for use as a coupling member between a piston and the crankshaft of an automotive engine. Fig. 4B shows a conventional crank device of this type. It has a crank arm 111 having one end thereof coupled to a rotary shaft 112. Driving force F is applied to the other end of the arm 111. The arm 111 of this conventional crank device has a fixed length L', so that it makes a completely circular movement about the rotary shaft 112. Torque T is thus produced at the rotary shaft 112. Let us now consider the crank-pedal mechanism of a bicycle. Force is applied to the pedal only while the pedal is moving down, i.e. only in a range about half the full one rotation cycle. In the other half of the cycle, the crank arm is rotated by inertia with no external force being applied. Similarly, in case of an automotive engine, driving force acts on the crank arm not throughout the entire range of the rotation cycle of the crank arm but only while the piston is being accelerated by the combustion of the air-fuel mixture in the cylinder. At other times, the crank arm is rotated by inertia. In order to produce as large torque T as possible with the conventional crank device shown in Fig. 4B, the length L' of the crank arm 111 has to be correspondingly large. But a long crank arm leads to increase in the size of the entire crank device as well as its working space. If the crank-pedal mechanism of a bicycle has such long crank arms 111, the rider will have a hard time applying force on the pedals because the turning radius of the pedals is very long and thus he has to move his feet along a correspondingly large circular path. FR-A-2356550 discloses a crank device according to the pre-characterizing part of the independent claims 1 or 5. It is an object of the present invention to provide an improved crank device. This object is achieved by a crank device according to claim 1 or claim 5. The dependent claims are related to further advantageous aspects of the present invention. It is one advantage of the present invention to provide a crank device that can produce a maximum torque for a predetermined force while keeping the locus of the crank arm to a minimum. In an arrangement, the connection between the motion converting means and the one arm is separable. The crank device further comprises means for changing the connecting position between the motion converting means and the one arm. In a further arrangement, the motion converting means comprises a pinion rotatable together with the rotary member, and two rack means provided on the one arm so as to extend longitudinally of the one arm and located on opposite sides of the pinion, the pinion being formed with gear teeth on at least part of its circumference, so that the gear teeth are brought into engagement with one of the rack means while the crank arm is making a first half turn and with the other of the rack means while the crank arm is making a second half turn that follows the first half turn. In still a further arrangement, the motion converting means is a connecting member connecting the rotary member to the one arm, the connecting member being connected to the rotary member at a point offset from the center of rotation of the rotary member. In still a further arrangement, the motion converting means comprises a pinion mounted on the one arm so as to be rotatable and movable longitudinally of the one arm and formed with gear teeth on its circumference, two rack means provided on the respective arms and located on opposite sides of the pinion, and a transmission member for converting the rotary motion of the rotary member into a linear motion of the pinion by urging the central portion of the pinion in a longitudinal direction of the arms, the gear teeth formed on the circumference of the pinion meshing with both rack means. The crank device in a further arrangement comprises a rotary element provided at any location in the length of the crank arm and adapted to rotate as the crank arm turns, the rotary member being drivingly coupled to the rotary element, whereby the rotary member is rotated by the crank arm through the rotary element. When the crank arm turns and the rotary member associated therewith makes a half turn, the arms of the crank arm are moved away from each other in a straight line by the motion converting means. The length of the crank arm thus increases. When the crank arm makes another half turn, the rotary motion of the rotary member is now converted into the linear motion in the opposite direction. In other words, the arms are now moved toward each other, so that the entire length of the crank arm decreases. By setting the locus of the crank arm so that the driving force is applied to the pedal while the crank arm is within the angular range of ±90° from the point at which the entire length of the crank arm becomes maximum and so that the crank arm will move by inertia within the angular range of ±90° from the point at which its entire length becomes minimum, it is possible to produce a large torque because the driving force is applied while the length of the crank arm is large. Since the length of the crank arm alternately becomes maximum and minimum at the angular intervals of 180 , the locus of the crank arm has substantially the same area as the locus of a conventional crank arm, so that it can work in a sufficiently small space. According to the invention, it is possible to change the connecting point between the motion converting member connected with the rotary member and the crank arm by changing the angular position of the rotary member with the rotary member separated from the crank arm. Furthermore, it is possible to change the maximum and minimum lengths of the crank arm by changing the position of the motion converting member relative to one of the arms. Thus, with these arrangements, it is possible to freely change the shape and size of the locus of the crank arm so that the torque and/or rotating speed will be maximal. Furthermore, while the crank arm is making a first half turn, the gear teeth formed on the pinion mesh with the teeth of one of the racks, moving the rack in such a direction that the two arms forming the crank arm move away from each other. While the crank arm is making another half turn that follows the first half turn, the teeth of the pinion are now brought into engagement with the other rack teeth, thus moving the arms toward each other. The entire length of the crank arm thus decreases. Furthermore, when the rotary member rotates, the link member and one of the arms reciprocate in the axial direction within the range which is twice the amount of eccentricity between the center of rotation of the rotary member and the point at which the link member is connected to the rotary member, so that the crank arm is extended and shrunk. Furthermore, rotary motion of the rotary member is transmitted to the pinion through the link member, so that the center of the pinion moves in a longitudinal direction of the arm. Since the teeth formed on the pinion mesh with the rack teeth formed on both arms, the movable one of the arms are moved at twice the speed of the pinion center with respect to the other fixed arm. Thus, in this arrangement, the difference between the maximum length and the minimum one of the crank arm is doubled compared with the fourth and fifth arrangements. Furthermore, the driving force may be transmitted to the rotary member through any member that is rotatable together with the crank arm. This increases the freedom of design of the crank device. Other features and objects of the present invention will become apparent from the following description made with reference to the accompanying drawings, in which: Fig. 1A is a vertical sectional front view of a crank device of a first embodiment; Fig. 1B is a sectional view showing its operational state; Fig. 2 is a cross-sectional plan view of the same; Fig. 3 is a sectional view taken along line III-III of Fig. 2; Fig. 4A schematically shows the locus of the crank arm of the embodiment; Fig. 4B schematically shows the locus of a conventional crank arm; Fig. 5 is a sectional view of a second embodiment; Fig. 6 is a sectional view taken along line VI-VI of Fig. 5; Figs. 7A and 7B are sectional views explaining the operation of the second embodiment; Fig. 8 is a view showing different loci of the same; Fig. 9 is a view of a third embodiment; Fig. 10 is a perspective view of a fourth embodiment; Fig. 11 is a sectional view of a fifth embodiment; Fig. 12 is a vertical sectional front view of a sixth embodiment; Fig. 13 is cross-sectional plan view of the same; Fig. 14 is a vertical sectional front view of a seventh embodiment; Fig. 15 is a cross-sectional plan view of the same; Fig. 16 is a vertical sectional front view of an eighth embodiment; Fig. 17 is a cross-sectional plan view of the same; Fig. 18 is a view showing the loci of different crank arms; Fig. 19 is a vertical sectional front view of a ninth embodiment; and Fig. 20 is a cross-sectional plan view of the same. Figs. 1-3 show the crank device of the first embodiment of this invention, which is used in the crank-pedal mechanism of a bicycle. In Figs. 1 and 2, numeral 1 designates a sprocket meshing with the drive chain of the bicycle. A shaft 3 is fixed to the bicycle frame. A pulley 4 is unrotatably fixed to the fixed shaft 3. A crank arm 6 has its one end coupled to a rotary shaft 5 which is coupled to the sprocket 1. The crank arm 6 comprises a hollow first arm 7 and a second arm 8 slidably inserted in the first arm 7. The first arm 7 has its one end mounted on the rotary shaft 5. Numerous needle bearings 9 are set in the inner side faces of the first arm 7 so that the second arm 8 is guided so as to be smoothly slidable in the first arm 7. The second arm 8 carries at its one end a pedal 11 through a shaft 10. As shown in Figs. 1 to 3, the first arm 7 and the second arm 8 are coupled together through a pinion shaft 12 having both ends thereof supported on the side walls of the first arm 7. A pinion 13 is rotatably mounted on the pinion shaft 12. Elongated holes 14 are formed in the side walls of the second arm 8 through which the pinion shaft 12 extends. A pulley 15 is integrally fixed to one side of the pinion 13. A wire 16 is wound around the pulley 15 and the fixed pulley 4 to rotate the pulley 15. The wire 16 may be replaced by a belt or a chain. When the crank arm 6 is turned about the rotary shaft 5, tension is produced between the pulleys 4 and 15, so that the pulley 15 (and thus the pinion 13) is rotated by an amount corresponding to the turning angle of the crank arm. On the other hand, rack teeth 17 and 18 are formed opposite the pinion 13 on the upper and lower inner side faces of the second arm 8. The rack teeth 17 and 18 are arranged longitudinally at equal pitches and opposite to each other. The pinion 13 has teeth 19 provided along about half its circumference and adapted to mesh with the rack teeth 17 and 18. The other half of the circumference of the pinion 13 is a smooth circular surface 20 which does not mesh with the rack teeth 17 and 18. When the pinion 13 makes a half turn clockwise or counterclockwise, the teeth 19 are brought into engagement with the upper or lower rack teeth 17 or 18. The number of rack teeth 17 or 18 is determined so that while the pinion 13 is making the half turn in either direction, the teeth 19 will be kept in engagement with either the rack teeth 17 or 18. When, in the state of Fig. 1, the pedal 11 is pushed down with a force F, the crank arm 6 will turn clockwise, producing tension in the direction of arrow on the wire 16 wound around the pulleys 4 and 15. This tension causes the pinion 13 to rotate counterclockwise. The teeth 19 are thus brought into engagement with the lower rack teeth 18, moving the rack teeth 18 rightwards. The second arm 8 is thus pushed out of the first arm 7, so that the length L of the entire crank arm 6 increases. When the crank arm 6 turns to the position shown in Fig. 1A, the length L of the crank arm 6 becomes maximum. In this position, the teeth 19 disengage from the lower rack teeth 18. When the crank arm 6 is further turned downward from this position, as shown in Fig. 1B, the teeth 19 are now brought into engagement with the upper rack teeth 17, urging them leftwards. The second arm 8 is thus moved leftwards into the first arm 7. The length L of the entire crank arm 6 will decrease. As a whole, the crank arm 6 is turned following a path as schematically shown in Fig. 4A. Namely, the free end of the crank arm 6 follows a substantially elliptic path whose radius is the maximum in the range where the driving force is being applied to the pedal 11 and becomes the minimum in the range where the pedal is moving by inertia. The torque T applied to the rotary shaft 5 is given by T = F x (A + B)·cos α (where A is the length of the first arm 7, B is that of the second arm 8, and α is the turning angle of the crank arm 6). Since the crank arm 6 of this invention is turned following the elliptic-like path as shown in Fig. 4A, while the force F is being applied to the pedal, the torque T increases with the increasing length L. Thus, the maximum torque T attainable with the crank device of the present invention is larger than the torque attainable with the conventional crank device with a crank arm having a fixed length L' by an amount F x (L - L')· cos α . While the crank arm 6 makes one rotation, the length L becomes maximum only temporarily and is kept short throughout the return phase. Thus, its locus as a whole is not very large compared with the locus of the fixed type crank arm shown in Fig. 4B. Especially, in the arrangement in which the crank arm length becomes maximum when the crank arm is in the horizontal position, the vertical diameter of the locus of the crank arm is no different from that of the conventional crank arm. Thus, the rider can control the pedals 11 as easily as with a bicycle with a conventional crank arm. Figs. 5 through 8 show the second embodiment. In this embodiment, the fixed shaft 3 and the pulley 4 are provided at the supporting point of the crank arm 6 so as to be separable from each other. The fixed shaft 3 has an end portion 3a engaged in a pulley shaft 4a which is, in this embodiment, integral with the pulley 4. A plurality of grooves 21 are formed in the circumferential surface of the end portion 3a of the shaft 3, circumferentially spaced from one another at predetermined angular intervals. The pulley shaft 4a carries a stopper pin 22 urged toward one of the grooves 21 by a spring 23. By engaging the stopper pin 22 in a predetermined one of the grooves 21, the pulley 4 can be set in a predetermined angular position relative to the fixed shaft 3. In this arrangement, if the angular position of the pulley 4 relative to the fixed shaft 3 is changed, as shown in Figs. 7A and 7B, the pulley 15 and the pinion 13 are rotated by the tension of the wire 16, so that the meshing point between the pinion 13 and the rack teeth 18 changes. The crank arm 6 is thus extended or shrunk. Thus, if the crank arm 6 is rotated from the state shown in Fig. 7B, its length L becomes maximum and minimum at different points of rotation cycle than when the crank arm is rotated from the position shown in Fig. 7A. In other words, according to the position of the stopper pin 22, the phase of the locus of the crank arm 6 changes as shown in Fig. 8. Thus, by adjusting the angular position of the pulley 4 relative to the fixed shaft 3 by operating the stopper pin 22, it is possible to change the phase of locus of the crank arm according to the physical dimensions of the rider or to his liking so that he can transmit the driving force to the pedals with the best timing. Fig. 9 shows the third embodiment. The crank device of this embodiment is used as a coupling between a rod 33 coupled to a piston 31 of an automotive engine and its crankshaft 32. In this case, the crank arm 6 is so arranged that its length increases while the piston 31 is being accelerated due to the combustion of air-fuel mixture in the cylinder. With this arrangement, it is possible to markedly increase the turning torque transmitted from the piston to the crankshaft 32 through the crank arm 6. By using the crank arm of this invention in the drive train of an automotive engine, it becomes possible to transmit the engine output with the highest efficiency. A car equipped with such a crank arm will show especially high performance when climbing a slope or during a long-distance travel. Fig. 10 shows the fourth embodiment. The crank device of this embodiment is also used in an automotive engine and has means for changing the angular position of the pinion. In Fig. 10, numeral 41 designates a fixed shaft extending through the crank arm 6 and coupled to the pulley 4, which is mounted on one end of the fixed shaft 41. A worm wheel 42 is mounted on the other end of the fixed shaft 41. A worm 43 driven by a servo motor 44 meshes with the worm wheel 42. In this arrangement, by actuating the servo motor 44 by an on-board computer 45, the worm 43 and the worm wheel 42 will rotate and thus the pulley 4 coupled to the fixed shaft 41 and the pulley coupled to the pinion also rotate, so that the meshing point between the pinion and the rack teeth will change. The crank arm 6 is thus extended or shrunk. By adjusting the points at which the length of the crank arm 6 becomes maximum and minimum, the locus of the crank arm 6 can be optimized with respect to the stroke of the piston 31 so that the maximum torque can be produced with utmost efficiency. Also, by changing the locus of the crank arm, it is possible to change the stroke of the piston 31 and thus the compression ratio of air-fuel mixture. This makes it possible to increase the engine output. Fig. 11 shows the fifth embodiment. This embodiment is the same as the other embodiments in that the pinion 13 meshes with the rack teeth 17 and 18 but differs in that the rack teeth 17, 18 are formed on a sleeve 51 slidably inserted in the second arm 8 and that a threaded shaft 52 for feeding the sleeve 51 extends through the end face of the sleeve 51. A control handle 55 is coupled to the end of the threaded shaft 52 via bevel gears 53, 54. By turning the handle 55, the threaded shaft 52 will turn and the sleeve 51 slide in either direction, changing the distance X between rack teeth 17, 18 and the second arm 8. By changing the distance X, the maximum and/or minimum value of the arm length vary. Thus, it is possible to adjust the size of the locus of the crank arm. On the other hand, Figs. 12 and 13 show the sixth embodiment, in which the first arm 7 and the second arm 8 are coupled together by means of a crank mechanism. The crank mechanism comprises a pulley 61, discs 62 arranged parallel to the pulley 61, a pin 63 coupling the pulley 61 and the discs 62 together, and a rod 64 connected at one end to the pin 63 via a bearing 65 and at the other end to the end of the second arm 8 through a bearing 66. The pulley 61 and the discs 62 are rotatably supported on the side walls of the first arm 7 through shafts 67 and 68, respectively. The pin 63 is provided offset from the axis of the shafts 67 and 68 by a distance ε. In this arrangement, when the pulley 61 and the discs 62 rotate, the crank arm 6 is moved substantially back and forth, so that the second arm 8 will reciprocate relative to the first arm 7 within the range of distance equal to the eccentricity ε multiplied by two. Thus, the entire length of the crank arm 6 increases and decreases within this range. Figs. 14 and 15 show the seventh embodiment, in which a pair of discs 72, 73 are mounted to one side of a pulley 71. Between the discs 72 and 73 are provided a pin 74 that engages through a bearing in a vertically elongated hole 75 formed in the end of the second arm 8. The pin 74 is provided offset from the axis of the pulley 71 by a distance ε. Thus, when the pulley 71 rotates, the second arm 8 reciprocates. Figs. 16 through 18 shows the eighth embodiment. In this embodiment, the pulley 15, which is rotated by the wire 16 when crank arm 6 turns, is separate from a pinion 81. The pinion 81 has a central shaft 82 engaged in elongated holes 83 formed in the side walls of the second arm 8 and supporting the pinion 81 so that it is movable axially of the arm 6. A transmission member 84 couples the pulley 15 at an eccentric point with the pinion 81 at its center shaft 82. When the pulley 15 turns, the transmission member 84 causes the pinion 81 to reciprocate longitudinally of the second arm 8. The pinion 81 is formed with engaging teeth 85 over its entire circumference. The teeth 85 mesh with rack teeth 86 formed on the inner upper surface of the second arm 8. The second arm 8 is formed with a long groove 88 in its lower side. Rack teeth 87 formed on the first arm 7 protrude into the second arm 8 through the groove 88 and mesh with the teeth 85 of the pinion 81 at all times. When the crank arm 6 is turned, the pulley 15 rotates together, so that the central shaft 82, coupled to the transmission member 84, and the pinion 81 reciprocate in the longitudinal direction of the crank arm. Because the teeth 85 of the pinion 81 are meshing with both the rack teeth 87 of the first arm 7 and the rack teeth 86 of the second arm 8, and because the first arm 7 is fixed, the pinion 81 turns in such a direction that the second arm 8 is moved relative to and away from the first arm 7. While the center shaft 82 is being moved by the rotation of the pulley 15 in either direction at a given speed, the rack teeth 86 of the second arm 8 are moved at twice the speed of the center shaft 82. This is because the peripheral speed of the pulley 81 at a point meshing with the stationary rack teeth 87 of the first arm 7 is zero and thus the peripheral speed of the pulley 81 at a point meshing with the rack teeth 86 of the second arm 8 are twice the speed of the center of the pinion 81, i.e. the center shaft 82. Thus, the second arm 8 is also moved at about twice the speed of the center shaft 82 of the pinion 81. The second arm 8 moves not only at twice the speed of the pulley. It also moves twice the distance of the pulley. In other words, in this embodiment, the entire length of the crank arm 6 changes about twice the amount attainable with the device of the first, sixth or seventh embodiment, provided that their pulleys and pinions are of the same dimensions and shapes. Fig. 18 shows the loci of the crank arms of the eighth and sixth embodiments and a conventional crank arm. As shown in this figure, the locus (b) of the sixth embodiment is offset rightwardly from the locus (c) of the conventional crank arm. The locus (a) of the eighth embodiment is offset further right from the locus (b). If the locus (a) is compared with the locus (c), the former is remarkably offset rightwards from the latter. Figs. 19 and 20 show the ninth embodiment. In this embodiment, turning force is applied to a pinion 91 by means of the pedal mounting shaft 10 mounted on the free end of the crank arm 6. The pedal mounting shaft 10 turns when the rider steps on the pedal and turns the crank arm 6. The shaft 10 carries a gear 92. The gear 92 meshes with a pair of gears 93, 94 mounted in the second arm 8. A pin 95 is secured to the gears 93, 94 at a point offset from their rotation axis. The pin 95 is coupled to a center shaft 96 of the pinion 91 through a transmission member 97. Similar to the eighth embodiment, the pinion 91 is provided with gear teeth 98 over its entire circumference. The teeth 98 are in engagement with both rack teeth 99 and 100 formed on the first arm 7 and the second arm 8, respectively. A plurality of positioning holes 101 are formed at predetermined intervals in the circumferential surface of the pedal mounting shaft 10. The pedal 11 carries on its one side a stopper pin 102. The pedal-mounting position is determined by engaging the pin 102 in one of the positioning holes 101. For such positioning, the shaft 10 is turned by inserting a wrench 103 into a wrench hole 104 formed in the end of the shaft 10. In this arrangement, when the crank arm 6 is turned, the pedal mounting shaft 10 rotates, thus turning the gears 93 and 94. The rotation of the gears 93 and 94 is transmitted through the link member 97 to the center shaft 96 of the pinion 91, thus pushing the shaft 96 in a longitudinal direction of the arm 6. Since the pinion 91 is in mesh with the rack teeth 99, 100, the second arm is moved longitudinally relative to the first arm 7, so that the entire length of the crank arm 6 increases or decreases. By disengaging the stopper pin 102 from one positioning hole 101 and reengaging it in another hole 101, the angular position between the pedal and the pedal mounting shaft 10 changes. In this way, it is possible to change the points at which the length of the crank arm 6 becomes maximum and minimum. In this embodiment, turning force is applied to the pinion 91 from the pedal mounting shaft 10. But the pinion 91 may be driven from any other component part of the crank arm 6 that rotates when the crank arm turns. In any of the above-described embodiments, the crank arm 6 is made up of the first arm 7 and the second arm 8. But it may comprise three or more arms slidably coupled together by means of pinions and rack teeth. Use of more than two arms makes it possible to change the length of the crank arm within a wider range and thus to produce a larger torque. The turning movement of the crank arm 6 may be transmitted to the pinion 13 not through the pulleys 4 and 15 and the wire 16 but through any other gear train or transmission mechanism.

Claims: A crank device comprising a crank arm (6) made up of at least two arms (7, 8) longitudinally slidably coupled together, a rotary member (13) coupled to said crank arm and adapted to rotate as said crank arm (6) is turned, and a motion converting means (17 - 19) for converting the rotary motion of said rotary member into a linear motion of one of said two arms, said motion converting means moving said one arm (8) away from the other arm (7) while said rotary member is making a first half turn in one direction and moving said one arm toward the other arm while said rotary member is making a second half turn in said one direction, characterized in that the driving connection between said rotary member (13) and said crank arm (6) is separable, and that said crank device further comprises means (21 - 23) for changing the angular position of said rotary member (13) relative to said crank arm (6), with the driving connection between said rotary member and said crank arm separated from each other. A crank device as claimed in claim 1 wherein the connection between said motion converting means (17, 18) and one arm (8) is separable, and wherein said crank device further comprises means (52 - 55) for changing the connecting position between said motion converting means and said one arm. A crank device as claimed in any of claims 1 - 2 wherein said motion converting means comprises a pinion rotatable together with said rotary member, and two rack means provided on said one arm so as to extend longitudinally of said one arm and located on opposite sides of said pinion, said pinion being formed with gear teeth on at least part of its circumference, so that said gear theeth are brought into engagement with one of said rack means while said crank arm is making a first half turn and with the other of said rack means while said crank arm is making a second half turn that follows said first half turn. A crank device as claimed in any of claims 1 - 2 wherein said motion converting means is a connecting member (63; 64; 74; 75) connecting said rotary member to said one arm, said connecting member being connected to said rotary member at a point offset from the center of rotation of said rotary member. A crank device comprising a crank arm (6) made up of at least two arms (7, 8) longitudinally slidably coupled together, a rotary member (13) coupled to said crank arm and adapted to rotate as said crank arm (6) is turned, and a motion converting means (17 - 19) for converting the rotary motion of said rotary member into a linear motion of one of said two arms, said motion converting means moving said one arm (8) away from the other arm (7) while said rotary member is making a first half turn in one direction and moving said one arm toward the other arm while said rotary member is making a second half turn in said one direction, characterized in that said motion converting means comprises a pinion (81, 91) mounted on said one arm so as to be rotatable and moveable longitudinally of said one arm and formed with gear teeth (85, 98) on its circumference, two rack means (86, 87, 99, 100) provedid on said respective arms (7, 8) and located on opposite sides of said pinion, and a transmission member (15, 84; 93, 97) for converting the rotary motion of said rotary member into a linear motion of said pinion by urging the central portion of said pinion in a longitudinal direction of said arms, said gear teeth formed on the circumference of said pinion meshing with said both rack means. A crank device as claimed in any of claims 1 - 5 further comprising a rotary element (4, 92) provided at any location in the length of said crank arm and adapted to rotate as said crank arm turns, said rotary member being drivingly coupled to said rotary element, whereby said rotary member is rotated by said crank arm through said rotary element.

Inventors: WAN JOO SANG, WAN, JOO SANG
Applicants: WAN JOO SANG, WAN, JOO SANG
Application year: 1994
Main classification: B62M3
IPC codes: F16H37, F02B75, F01B9, B62M3, F16C3, F16H21